JP5353021B2 - Control device for electric compressor - Google Patents

Description

  The present invention relates to an inverter device that detects the temperature of a motor without using a temperature sensor.

  The circuit and operation of an inverter device that has been conventionally performed will be described below. FIG. 12 shows an electrical circuit diagram of a conventional inverter device 120 and its periphery. Prior to operation, the magnet rotor 5 constituting the sensorless DC brushless motor 11 (hereinafter referred to as a motor) is positioned. The positioning is performed by outputting a direct current from the inverter device 120 to the stator winding 4 constituting the motor 11 (see, for example, Patent Document 1).

  During operation, the control circuit 107 controls the switching element 2 (IGBT, FET, transistor, etc.) constituting the inverter circuit, so that the DC voltage from the battery 1 is switched by PWM modulation and is sinusoidal. Is output to the stator winding 4 constituting the motor 11. Thereby, the motor 11 is driven. The control circuit 107 communicates with a controller (not shown) via the communication line 12. The diode 3 serves as a circulation route for the current flowing through the stator winding 4. The detected current value of the current sensor 6 is sent to the control circuit 107, used for power consumption calculation, switching element 2 protection, and the like, and further used for position estimation of the magnet rotor 5 during operation.

  A thermistor temperature sensor 8 and a thermistor temperature sensor 9 for temperature detection are provided. The temperature of the stator winding 4 from the thermistor temperature sensor 8 and the temperature of the inverter circuit 10 from the thermistor temperature sensor 9 are transmitted to the control circuit 107.

  An electric compressor is shown as an example. In the electric compressor 125 of FIG. 13, the compression mechanism 28, the motor 11, and the thermistor temperature sensor 8 are installed inside the metal housing 32. The refrigerant is sucked from the suction port 33 and is compressed by driving the compression mechanism 28 by the motor 11. The compressed refrigerant passes through the motor 11 inside the metal housing 32, cools the motor 11 at that time, and is discharged from the discharge port 34. The thermistor temperature sensor 8 is provided in the vicinity of the stator winding 4 of the motor 11 in order to be able to detect the accurate temperature of the stator winding 4.

  The stator winding 4 and the thermistor temperature sensor 8 of the motor 11 are connected to a terminal 139 inside the metal casing 32. Therefore, the terminal 139 has five terminals. Outside the metal housing 32, the terminal 139 is connected to the inverter device 120 of FIG.

On the other hand, instead of directly detecting the temperature with a temperature sensor, a method for estimating the temperature has been proposed (see, for example, Patent Document 2). In this case, since a temperature sensor for directly detecting the temperature is not provided, there is an advantage that the structure can be simplified.
Japanese Patent Laid-Open No. 11-356088 (page 7, FIG. 6) JP 2002-34281 A (first page, claim 1)

  As described above, in the conventional inverter device, in order to detect the temperature of the motor, the temperature sensor is provided in the vicinity of the stator winding of the motor. As a result, an accurate motor temperature can be detected. However, in order to detect the temperature of the stator winding, it is necessary to provide a temperature sensor, wiring, an interface circuit, and the like. For this reason, an increase in parts and an increase in the size of the motor or the like are caused. In the compressor, it is necessary to add terminals to the temperature sensor for high temperature and high pressure and the electrical connection terminal for the high pressure vessel. Two motor sensors (three phases) plus two temperature sensors are required.

  On the other hand, the method for estimating rather than directly detecting the temperature by the temperature sensor has a merit that the structure can be simplified because the temperature sensor for directly detecting the temperature is not provided, but there is a problem in the accuracy of estimation.

  The present invention solves such a conventional problem, and an object thereof is to provide an inverter device that detects the temperature of a motor with high accuracy without using a temperature sensor.

  In order to solve the above problems, an inverter device of the present invention includes an inverter circuit including an upper arm switching element connected to the positive side of a DC power source and a lower arm switching element connected to the negative side, A current detector that detects the output current and a control circuit that outputs a DC current from the inverter circuit to the motor before operation to position the magnet rotor of the motor and outputs an AC current from the inverter circuit to the motor during operation The control circuit calculates the resistance value of the stator winding of the motor based on the current value detected by the current detector when positioning the magnet rotor, and calculates the motor temperature based on the resistance value. To do.

  Thereby, at the time of starting, the temperature of a motor can be calculated with high accuracy without using a temperature sensor. By using the calculated temperature as an initial value or a value for calibration, the temperature during operation of the motor can be estimated with high accuracy.

  The inverter device of the present invention can calculate the temperature of the motor at the time of starting with high accuracy without using a temperature sensor. In addition, the temperature during motor operation can be estimated with high accuracy.

  An inverter device according to a first aspect of the present invention includes an inverter circuit including an upper arm switching element connected to the plus side of a DC power source and a lower arm switching element connected to the minus side, and a current for detecting an output current of the inverter circuit The control circuit includes a detector and a control circuit that outputs a direct current from the inverter circuit to the motor before operation to position the magnet rotor of the motor and outputs an alternating current from the inverter circuit to the motor during operation. Is to calculate the resistance value of the stator winding of the motor based on the current value detected by the current detector at the time of positioning the magnet rotor, and to calculate the temperature of the motor based on the resistance value. Thereby, at the time of starting, the temperature of a motor can be calculated with high accuracy without using a temperature sensor.

  According to a second invention, in the inverter device of the first invention, the temperature of the motor during operation is estimated using the calculated temperature as an initial value or a value for calibration. Thereby, the temperature of the motor can be estimated with high accuracy.

  According to a third invention, in the inverter device of the first or second invention, the motor is a motor of an electric compressor. Therefore, it is not necessary to add a terminal to the temperature sensor for high temperature and high pressure and the electrical connection terminal for the high pressure vessel, and the effect without the temperature sensor is great.

  According to a fourth invention, in the inverter device of the third invention, the electric compressor is a high-pressure type and is mounted on the electric compressor. Thereby, the difference (differential pressure) of the refrigerant pressure at the time of starting can be estimated from the difference between the motor temperature and the inverter temperature. In addition, energy-saving and smooth start-up can be performed.

  A fifth invention is an inverter device according to the first to fourth inventions, which is mounted on a vehicle. A device mounted on a vehicle is required to be small and light. Therefore, the present inverter device that is not provided with a temperature sensor and can be reduced in size and weight is useful. In addition, since the temperature change at the start is large due to exposure to the outdoor environment, the heat of the engine, etc., the present inverter device that can calculate the temperature at the start with high accuracy is useful.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The present invention is not limited to the embodiment.

(Embodiment 1)
FIG. 1 shows an inverter device 20 according to Embodiment 1 of the present invention and an electric circuit around it. The positioning energization of the magnet rotor 5 before operation will be described below. FIG. 2A shows a case where the magnet rotor 5 is positioned with the U phase and V phase of the stator winding 4 set to the S pole and the W phase set to the N pole in the case of four poles. The N pole of the magnet rotor 5 is positioned on the S pole of the stator winding 4 and the S pole of the magnet rotor 5 is positioned on the N pole of the stator winding 4 so as to be opposed to each other. . At this time, the control circuit 7 of the inverter device 20 controls the switching element 2 so that current flows from the W phase to the U phase and the V phase of the stator winding 4 as shown in FIG. Further, the control circuit 7 detects the phase current of the motor by the current sensor 6.

  FIG. 3 shows an example of the ON period within the carrier cycle of the upper arm switching element in positioning in relation to the above switching. The thin line is the U phase, the middle line is the V phase, and the thick line is the W phase. The energization period is set so that a predetermined constant current flows. As an example, the DC voltage of the battery 1 is set to DC 300 V, the resistance value R of each phase of the stator winding 4 shown in FIG. 4 is set to 1Ω, and the carrier frequency is 10 kHz (carrier cycle is 100 μS). Here, in order to set the phase current value of the W phase in positioning to 20 A, the equivalent resistance value of the stator winding 4 is 1.5Ω, and therefore it is necessary to apply a DC equivalent of 30 V. DC30V is 10% of DC300V. Therefore, the total of the first half and the second half displayed as Duty of the energization period, that is, Δt may be set to 10% (10 μS). Approximately 100 mS (carrier cycle 1000 times) is executed. FIG. 5 shows the time course of the W-phase phase current. As the current rises and the predetermined constant DC current flows, the magnet rotor 5 is positioned. At this time, the current sensor 6 detects the phase current of the motor. 4 indicates the inductance of each phase of the stator winding 4.

  The operation will be described below. During operation, the control circuit 7 calculates the induced voltage of the stator winding 4 by the magnet rotor 5 constituting the motor 11 and estimates the position of the magnet rotor 5. Then, based on this position estimation, a rotation speed command signal transmitted from the controller (not shown) via the communication line 12, the switching element 2 constituting the inverter circuit 10 is controlled, and the DC voltage from the battery 1 is controlled. Is switched by PWM modulation to output a sinusoidal alternating current to the stator winding 4 of the motor 11. The control circuit 7 is connected to the upper arm switching elements U, V, W and the lower arm switching elements X, Y, Z by a connection line 18 via a drive circuit (not shown) and the like. I have control. When the switching element 2 is an IGBT or a power MOSFET, the gate voltage is controlled. When the switching element 2 is a power transistor, the base current is controlled. Further, the temperature of the inverter circuit 10 is transmitted from the thermistor temperature sensor 9 to the control circuit 7 for temperature protection.

  Next, calculation of the resistance value of the stator winding 4 during positioning will be described below. In the above example, it is assumed that the resistance value R of each phase of the stator winding 4 is 1, 2Ω. When there is no feedback control of the phase current, the phase current value of the W phase is reduced to 16.7 A (20 A / 1.2). Also, when phase current feedback control is performed and the W-phase phase current value is maintained at 20 A, the total of the first half and the latter half of the energization period indicated as Duty, that is, Δt, is 12% (12 μS = 10 μS * 1.2). become. Thereby, the control circuit 7 calculates that the resistance value R of each phase of the stator winding 4 is 1, 2Ω based on the current value 16.7A or Duty 12%. Here, although the DC voltage of the battery 1 is constant at DC 300 V, the accuracy can be further improved by taking this voltage change into consideration.

  The relationship between the temperature of the stator winding 4 and the resistance value of each phase of the stator winding 4 is shown in FIG. Since the stator winding 4 is composed of a copper wire, it has a linear relationship. Moreover, the change with temperature is relatively large. With this relationship, the temperature of the stator winding 4 can be calculated from the calculated resistance value.

  Thereby, at the time of starting, the temperature of a motor can be calculated with high accuracy without using a temperature sensor. Since the current value for positioning is as large as about 20 A, the current sensor does not need to detect a small current. Further, since it is direct current, a small resistance value can be easily calculated. Since only the positioning software for the magnet rotor 5 that is always performed before the operation is applied, the addition of the function has a small burden in terms of software.

  FIG. 7 is a flowchart showing an example of the operation of the inverter device 20. In step 10, the above-described positioning is performed. At this time, a current flows through the DC power supply line of the battery 1 in the first half and second half periods indicated by Δt in FIG. This current is detected by the current sensor 6. In step 20, it is determined whether the positioning current is stable. If not stable (N), the determination is made again. If stable (Y), in step 30, the resistance value of the stator winding 4 is calculated as described above. In step 40, the temperature of the stator winding 4 is calculated and completed.

  In the above embodiment, the case where the U-phase and V-phase of the stator winding 4 are set to the S-pole and the W-phase is set to the N-pole is shown, and the 4-pole magnet rotor 5 is positioned. The phase of the S pole and the N pole of the stator winding 4 is arbitrary, and is applicable to two poles, six poles, etc., and also when a current is passed through only two phases of the stator winding 4. it can. The current sensor 6 may be provided on the plus side of the power supply line. Further, it may be provided on the negative side of the lower arm switching element and the power supply line. It may be provided between the inverter circuit 10 and the motor 11 to directly detect the motor current (phase current). Any current sensor may be used as long as it can detect an instantaneous peak current, such as a shunt resistor or a current sensor using a Hall element. The positioning period is not limited to the example of FIGS. 3 and 5 and may be arbitrary. Although the W-phase current is shown, the U-phase and the V-phase behave in the same way only with different phases. Further, the ON period in the carrier cycle of the upper arm switching element in FIG. 3 is shown for the three-phase modulation, but the present invention can also be applied to the two-phase modulation.

(Embodiment 2)
The second embodiment of the present invention estimates the temperature of the motor 11 during operation using the calculated temperature as an initial value or a calibration value in the inverter device 20 of the first embodiment. For example, when the shell discharge temperature and the motor temperature are estimated from the discharge pressure of the electric compressor and the refrigerant flow rate in the shell discharge pipe, the calculated temperature at the time of positioning can be used as the initial value at the time of startup. Further, the estimated value at the time of activation and the calculated temperature at the time of positioning may be compared and used for calibration of the estimated value. Thereby, the temperature of the motor can be estimated with high accuracy. In particular, the accuracy at the start-up transition can be improved.

(Embodiment 3)
An electric compressor according to Embodiment 3 of the present invention is shown in FIG. In the illustrated electric compressor 25, the compression mechanism 28 and the motor 11 are installed inside a metal casing 32. The refrigerant is sucked from the suction port 33 and is compressed by driving the compression mechanism 28 by the motor 11. The compressed refrigerant passes through the motor 11 inside the metal housing 32, cools the motor 11 at that time, and is discharged from the discharge port 34.

  The stator winding 4 of the motor 11 is connected to a terminal 39 inside the metal housing 32. There is no thermistor temperature sensor. Therefore, the terminal 39 has only three terminals for the motor 11. The terminal 39 is connected to the inverter device 20 of FIG. 1 outside the metal housing 32.

  There is no need to add a terminal to the temperature sensor for high-temperature / high-pressure refrigerant / refrigerant oil and the electrical connection terminal for the high-pressure vessel. In the above embodiment, the high-pressure type in which the compressed refrigerant cools the motor is shown, but a low-pressure type may be used. Although the compression mechanism part of the electric compressor is a scroll, it is not limited to this.

(Embodiment 4)
FIG. 9 is a diagram in which the inverter device 20 is attached in close contact with the right side of the electric compressor 40. The compression mechanism 28, the motor 11, and the like are installed in the metal casing 32. The refrigerant is sucked from the suction port 33 and compressed by the compression mechanism 28 (scroll in this example) being driven by the motor 11. The compressed refrigerant cools the motor 11 when passing through the motor 11 and is discharged from the discharge port 34. That is, the electric compressor 40 is a high pressure type.

  The inverter device 20 uses a case 30 so as to be attached to the electric compressor 40. The inverter circuit unit 10 serving as a heat source is cooled by the low-pressure refrigerant through the low-pressure pipe 38. In order to detect the temperature of the inverter circuit unit 10, a thermistor temperature sensor 9 is provided in the vicinity thereof. A terminal 39 connected to the stator winding 4 of the motor 11 inside the electric compressor 40 is connected to the output section of the inverter circuit section 10. A connection line 36 fixed to the inverter device 20 by the holding unit 35 includes a communication line 12 for a power line to the battery 1 and an air conditioner controller (not shown) that transmits a rotation speed signal.

  The control circuit of the inverter device 20 calculates the resistance value of the stator winding 4 of the motor 11 based on the current value detected by the current detector when positioning the magnet rotor, and based on the resistance value, Calculate the temperature. That is, the temperature on the high pressure side is calculated. On the other hand, the temperature of the inverter circuit unit 10 is detected by the thermistor temperature sensor 9. That is, the temperature on the low pressure side is detected. Thereby, the difference (differential pressure) of the refrigerant | coolant pressure at the time of starting can be estimated from the difference between the temperature of the motor 11 and the temperature of the inverter circuit unit 10. By adjusting the control at startup based on the magnitude of the differential pressure, energy saving and smooth startup can be performed with a small torque if the differential pressure is small and a large torque if the differential pressure is large. In the above embodiment, the compression mechanism of the electric compressor is a scroll. However, the present invention is not limited to this.

(Embodiment 5)
FIG. 10 shows a configuration diagram of an example of an air conditioner according to Embodiment 5 of the present invention. In this case, the vehicle air conditioner will be described. In the figure, due to the action of the indoor blower fan 51, air is sucked from the air introduction port 52 of the blower duct 53, and the heat exchanged by the indoor heat exchanger 54 is blown out from the air blowing port 55 into the vehicle interior. The indoor heat exchanger 54 is an outdoor heat that exchanges heat with outdoor air by the action of the electric compressor 25, the four-way switching valve 59 for switching between the refrigerant flow and selecting cooling or heating, the expansion device 56, and the outdoor fan 57. A refrigerating cycle is configured together with the exchanger 58.

  The operation of the inverter device 20, the indoor blower fan 51, the four-way switching valve 59, and the outdoor blower fan 57 is controlled by an air conditioner controller 62. The air conditioner controller 62 includes an indoor air blowing fan switch 63 for setting automatic / strong / weak / off of indoor air blowing, an air conditioner switch 64 for selecting cooling / heating / operation OFF, a temperature control switch 65, and a vehicle interior that is a temperature sensor for air conditioning. It is connected to a communication device 66 for communicating with a temperature sensor 67, a vehicle exterior temperature sensor 68, and a vehicle controller (not shown).

  The air conditioner controller 62 calculates a required rotation speed of the electric compressor 25 based on information from the switches, sensors, and the like, and transmits the calculated rotation speed to the inverter device 20 via the communication line 12 as a command rotation speed. Then, the inverter device 20 receives the command rotational speed and controls the electric compressor 25 to the command rotational speed.

  As an example, when the air blower fan switch 63 is operated to automatically blow the air and the air conditioner switch 64 instructs heating, the air conditioner controller 62 confirms the temperature outside the vehicle interior with the outside temperature sensor 68. If it is 0 degreeC or more, it will be judged that heat pump heating is possible. Then, the four-way switching valve 59 is set to the broken line state of FIG. 1, the indoor heat exchanger 54 is operated as a condenser, and the outdoor heat exchanger 58 is operated as an evaporator, the outdoor air fan 57 is turned on, and the indoor air fan 51 Is set to automatic. Further, the command rotational speed is transmitted to the inverter device 20, and the temperature of the indoor heat exchanger 54 is adjusted by varying the rotational speed of the electric compressor 25 according to the temperature adjustment switch 65. If the outside temperature is 0 ° C. or less, the electric heater is operated.

  Here, the inverter device 20 transmits information such as a current value detected by the current detector to the air conditioner controller 62 via the communication line 12 when the magnet rotor is positioned before operation. The air conditioner controller 62 calculates the resistance value of the stator winding of the motor based on the current value, and calculates the temperature of the motor based on the resistance value. The calculated temperature is used as an initial value or a value for calibration to estimate the temperature during motor operation. That is, the air conditioner controller 62 executes the calculation instead of the inverter device 20 to reduce the burden on the inverter device 20. Not only the air conditioner controller 62 but also a controller of another device such as a vehicle may be used. Further, instead of executing all the operations, some of them may be executed.

(Embodiment 6)
FIG. 9 shows an example in which the inverter device 20 (Embodiment 1) and the electric compressor 25 (Embodiment 3) of the present invention are mounted on a vehicle 70 by applying them to an air conditioner. The inverter device 20, the electric compressor 25, the outdoor heat exchanger 58, the outdoor fan 57, and the vehicle exterior temperature sensor 68 are mounted in an engine room (motor room) outside the vehicle compartment in front of the vehicle 70. On the other hand, an indoor fan 51, an indoor heat exchanger 54, an air conditioner controller 62, and a vehicle interior temperature sensor 67 are disposed in the vehicle interior. Air exchanged by the indoor heat exchanger 54 is blown into the passenger compartment.

  A device mounted on a vehicle is required to be small and light. Therefore, the present inverter device that is not provided with a temperature sensor and can be reduced in size and weight is useful. In addition, since the temperature change at the start is large due to exposure to the outdoor environment, the heat of the engine, etc., the present inverter device that can calculate the temperature at the start with high accuracy is useful.

  In each of the above embodiments, the DC power source is a battery. However, the present invention is not limited to this, and a DC power source rectified from a commercial AC power source may be used. Although the motor is a sensorless DC brushless motor, it can be applied to a motor that requires positioning, such as a reluctance motor. The present invention is not limited to sinusoidal driving, and can be applied to a driving method that requires detection of a phase current during positioning.

  As described above, the inverter device according to the present invention can calculate the temperature of the motor at startup with high accuracy without using a temperature sensor. In addition, the temperature of the motor can be estimated with high accuracy. Therefore, it can be applied to various consumer products and various industrial equipment.

The inverter apparatus which concerns on Embodiment 1 of this invention, and its surrounding electric circuit diagram (A) Positional relationship diagram of stator winding and magnet rotor during positioning, (B) Current explanation diagram of stator winding during positioning Explanatory drawing showing an example of energization during the same positioning Explanatory drawing showing impedance of the same stator winding Illustration of phase current of W phase from the same positioning to operation Explanatory drawing showing the relationship between resistance value and temperature of the same stator winding Flow chart showing an operation example of the inverter device Sectional drawing of the electric compressor which concerns on Embodiment 3 of this invention. Sectional drawing of the inverter apparatus integrated electric compressor which concerns on Embodiment 4 of this invention. Configuration diagram of air-conditioning apparatus according to Embodiment 5 of the present invention Schematic diagram of a vehicle equipped with an inverter device according to Embodiment 6 of the present invention Conventional inverter device and peripheral electrical circuit diagram Cross section of a conventional electric compressor

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Battery 2 Switching element 4 Stator winding 5 Magnet rotor 6 Current sensor 7 Control circuit 10 Inverter circuit 11 Sensorless DC brushless motor 20 Inverter device 25 Electric compressor 40 Electric compressor (inverter device integrated type)
70 vehicles

Claims (5)

An electric compressor having a compression mechanism for compressing the refrigerant and a motor for driving the compression mechanism, and an inverter having an inverter circuit for controlling the motor. The inverter is on the positive side of the DC power supply. An inverter circuit having an upper arm switching element connected and a lower arm switching element connected to the negative side, a thermistor temperature sensor for detecting the temperature of the inverter circuit, and a current detection for detecting an output current of the inverter circuit And a control circuit that outputs a direct current from the inverter circuit to the motor before operation to position the magnet rotor of the motor and outputs an alternating current from the inverter circuit to the motor during operation. and,
Before SL control circuit, when positioning of the magnet rotor, as when the duty of the switching element is constant without phase current feedback, known resistance value of the phase current and the stator windings of a particular phase, the A resistance value of a stator winding of the motor is calculated based on a change in the phase current value of the specific phase detected by a current detector, a temperature of the motor is calculated based on the resistance value, and the thermistor A control device for an electric compressor that adjusts control of torque at startup based on a difference between a temperature detected by a temperature sensor and a temperature of a motor calculated by the control circuit. An electric compressor having a compression mechanism for compressing the refrigerant and a motor for driving the compression mechanism, and an inverter having an inverter circuit for controlling the motor. The inverter is on the positive side of the DC power supply. An inverter circuit having an upper arm switching element connected and a lower arm switching element connected to the negative side, a thermistor temperature sensor for detecting the temperature of the inverter circuit, and a current detection for detecting an output current of the inverter circuit And a control circuit that outputs a direct current from the inverter circuit to the motor before operation to position the magnet rotor of the motor and outputs an alternating current from the inverter circuit to the motor during operation. and,
Before SL control circuit, when positioning of the magnet rotor, when the phase current of a particular phase performs phase current feedback is constant, as the resistance value of the duty and the stator winding of the switching element is known, the switching element The resistance value of the stator winding of the motor is calculated from the change in the duty of the motor, the temperature of the motor is calculated based on the resistance value, the temperature detected by the thermistor temperature sensor and the motor calculated by the control circuit The control apparatus of the electric compressor which adjusts control of the torque at the time of starting based on the difference with the temperature of. 3. The electric compressor control device according to claim 1, wherein the motor temperature during operation is estimated using the calculated temperature as an initial value or a calibration value. The said electric compressor is a high voltage | pressure type, The control apparatus of the electric compressor as described in any one of Claims 1-3 . The control apparatus of the electric compressor as described in any one of Claims 1-4 mounted in a vehicle.

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